Draft-rigging mechanism.



PATENTBD MAR. 28, 1905.

G. H. FORSYTH'. DRAFT RIGGING MEGHANISM.

AI-ILIUATION FILED APR.. 20. 1903.

3 SHEETS-SHEET 1.

No. 785,943. v PATENTED MAR. 28, 1905.

G. H. FORSYTH.-

DRAFT RIGGING MEGHANISM.

APPLICATION FILED APR. 20, 1903.

BSHEETS-SHEGT 2.

No. 785,943. v I PATENTED MAR. 28, 1905.

- v G. H. FORSYTH.

DRAFT RIGGING MEGHANISM.

APPLIOATION FILED APR. 20, 1903.

3 SHEETS-SHEET 3.

Iatented March 2S, 1905.

PATENT OFFICE.

GEORGE H. FORSYTH, OF CHICAGO, ILLINOIS.

DRAFT-HIGGING NIECHANISIVI.

SPECIFICATION forming part of Letters Patent N o. 785,943, dated March 28, 1905. Application filed April Z0, 1903. Serial No. 153,537.

.To all whom, it may concern:

Be it known that I, GEORGE H. FoRsYTH, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Draft-Rigging Mechanism, of which the following is a specification.

In the growth and development of the art of draft-rigging appliances for railway-cars there has arisen within recent years a demand for draft-rigging devices which will permit a greater freedom of lateral movement on the part of the draw-bar when a train of cars is passing around a curve, this demand growing out of the fact that where but a very limited lateral play is provided for, straining and injury of the members of the car and not infrequently breakage of the draw-bar or some of its associated parts freqnen tl y results. Where such increased lateral play is permitted, h owever, it is essential that means be provided for automatically positioning the draw-bar for coupling purposes in order that the draw-bars of adjacent cars shall always lie in positions favorable to coupling on any character of track.

Recent improvements in draftrigging mechanism have in several instances taken the general form of pivoting the draw-bar coincident with the king-bolt or so as to swing in the line of a radius of a circle of which the king-bolt is substantially the center and connecting it laterally to the bolster, whereby the angular movement of the bolster relatively to the car-body automatically maintains the draw-bar in a position at right angles to the truck-bolster', thus bringing the draw-bars of two endwise-adjacent cars into a position more nearly approaching a straight line when on a curve, the connections to the truck being extensible to enable the draw-bars to assume under drafta position in longitudinal alinement coincident with the line of draft in passing around a curve.

Such an arrangement as that last described, while constituting somewhat of an advance over the older art, nevertheless falls short of an improved organization wherein two endwise-adjacent draw-bars are constantly maintained in a straight line which is coincident with the line of draft while the cars are on track of the same nature, whether it be a direct curve, a reverse curve, or a straight section of track. Obviously where the drawbar is maintained constantly at right angles to the truck-bolster coperating draw-bars on endwise-abutting cars necessarily form an angle with each other on a plain curve and on a reverse curve may be parallel, or substantially so, but out of line with each other, in neither of which positions exist the most effective conditions for automatic coupling, such conditions requiring endwise alinement of the draw-bars.

It is the object of the present invention to improve devices of this character so as to provide an organization wherein endwise-adjacent draw-bars are constantly maintained in a straight line which is coincident with the line of draft, whether the cars be coupled or uncoupled, when such cars are on the same kind of track, whether the same be curved or straight, and this I have accomplished principally through a novel draw-bar-controlling mechanism operated from and by the angular movement of the truck relatively to the carbody, through which there is imparted to the draw-bar an angular movement relatively to the longitudinal median line of the car which exceeds the angular movement of the truckframe relatively to the bolsterof the car-body, and in my present invention this mechanism possesses the further function and advantage that the angular movement thus imparted to the draw-bar is always proportional to the degree of curvature of the track on which the cars may be and is such as to constantly maintain the draw-bar coincident with the line of draft. In the present application'I have illustrated the draw-bars as pivoted at their rear ends at points coincident with the axes of the king-bolts of the trucks.

In a companion application iiled concurrently herewith, Serial No. 153,538, I have shown a mechanism embodying the broad principle of operation above stated, but differing in detail from the mechanism herein shown in having the draw-bar pivoted at a point in advance of the king-bolt.

A minor object of my invention is to provide an improved and simplified form of draft- IOO rigging construction for the draw-bar capable of more economical manufacture and an easier assembling of its constituent elements.

1n the accompanying drawings I have shown a mechanism embodying the principle of my invention, and referring thereto- Figure l is a side elevation of a draft-rigging and draw-bar controlling device built in accordance with my invention. Fig. 2 is a detail in central longitudinal Vertical section through the draft-rigging. Fig. 3 is a transverse vertical section through the latter on the line 3 3 of Fig. 2 looking' in the direction of the arrow. Fig'. 4 is a similar transverse vertical section through the draft-rigging, taken on the line 4 4 of Fig'. 2 looking' in the direction of the arrow. Fig. 5 is a top plan view of Fig. 1; and Figs. 6 and 7 are diagrammatic views illustrating the principle and mode of operation of my invention on plain and reverse curves, respectively.

Referring to the drawings, 10 designates the bottom or ioor of the end portion of a railway-car, and 11 the end sill thereof, pendent from which latter is the usual carry-iron 12.

13 designates the truck-bolster; 14, the bottom center-plate mounted thereon; 15, the top center-plate; 16, the body-bolster, and 1'7 the king-bolt passing through said parts and pivotally connecting the center-plates.

13 designates the draw-bar, having extending inwardly from its rear end the usual yoke 19. This yoke is surrounded and incased by a casing formed by a pair of oppositely-disposed channel-beams 20 and 21, the opposite side walls of which are cut out, leaving at the opposite ends and center of said beams inwardly-extending and meeting tongues 22 and 23, respectively, to the outer faces of which are bolted transverse tie-plates 24 of a length equal to the combined height of the channelbeams and of a width coextensive with the width of the tongues to which they are secured. To the inner end of the frame or casing thus formed is secured an extensionmember 25, herein shown in skeleton form and having a contracted inner end which enters a mortise 26 formed horizontally through the central portion of the body-bolster 16, said contracted inner end of the extension-piece being' apertured to receive the king-bolt 17.

Referring' to the further details of the draftrigging devices, it will be observed that there are formed on either side of the upper and lower members 2O and 21 of the casing, between the tongues 22 and 23, short inwardlyextending flanges 19.' Between the upper and lower members of the casing and rigidly secured thereto substantially centrally thereof is interposed a block 27. Between said block and the inner end of the draw-bar isinterposed a buffer-spring 23, the opposite ends of which abut what l term follower-shells 29 and 30, these latter being simply castings or short sections of channel-beams cut to a length to fit between the side flanges 19 of the casing and disposed with their hollow faces outwardly relatively to the spring. Within the hollows of these follower-shells are interposed laterally a pair of followerblocks 31 and 32, respectively, these latter' being of a length, as shown in Fig'. 3, to abut at their ends the edges of the united tongues and tie-plates of the draft-gear cas-ing. As a simple means for preventing possible lateral displacement of the follower-blocks I provide a recess or socket 33 in that face of each follower which contacts the inner face of its shell, and through said shell l pass a rivet or bolt 34, having a head 35 of a size and shape conforming to the socket 33. ln view of the fact that each follower and its shell always move together and in contact the simple device last described suflices to prevent lateral displacement of the followers, their shells being held against lateral displacement by the 'Iianges 19. Between the block 27 and the end member of the yoke is interposed a duplicate of the mechanism last described, the elements of which are designated by corresponding reference-numerals provided with an alphabetical exponent.

36 designates as an entirety a hanger-iron secured to the under side of the car-body between the body-bolster and the end sill and constituting a rest or support for the drawbar mechanism last described.

Referring now to the mechanism for automatically centering the draw-bar, 37 designates a pulley, preferably in the nature of a sprocket-wheel, which is rigidly secured in a horizontal slot or mortise 38, formed through the truck-bolster, said pulley being so disposed as to be concentric with the axis of the king-bolt 17. The horizontal member of the hanger-iron 36 is made with integral parallel upper and lower plates 36 and 36", between which is inserted a pulley or sprocket-wheel 39 of considerably-reduced diameter as compared with the pulley 37, said .pulley being mounted on a pin or bolt 40, passed through the upper and lower members of the hang'er. Secured to or formed integral with the upper face of the pulley 39 is an arm 41, extending radially of the pulley and underlying' the containing-frame of the draft-rigging, said arm having' mounted on its outer end a saddle 42, pivoted centrally to the arm and having its upwardly-extending ends embracing the sides of the frame of the draft-rigging. The pulleys 37 and 39 are connected by an endless operating belt or chain 43.

The operation is as follows: When a car is passing from one section of track to another of a different character, the truck-bolster 13 undergoes an angular movement relatively to the superposed car-body, which thus imparts a rotative movement to the large pulley 37. ln View of the fact that the smaller pulley 39 is, through its supporting hanger-iron, fixed IOO ITO

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against bodily movement relatively to the car-v body such partial rotation of the pulley 37 communicates to the smaller pulley, through the belt 43, a rotation on its own axis, which rotation, by reason of the difference in diameter between the two pulleys, produces a much greater angular movement of the. smaller pulley than of the larger pulley. This angular movement swings the arm 41 through a corresponding angle, which arm, through the saddle 42, swings the draw-bar and its draftrigging also to' one side of its normal central position, such angular movement of the drawbar itself of course being somewhat less than the angular' movement of the arm 41. However, the parts are so proportioned as to insure that the angle from the longitudinal median line of the ear described by the draw-bar in this movement shall exceed the angular movement relatively to the body-bolster of the car described by the truck-bolster, and the increase of the former angle over the latter is such as will serve to maintain the drawbar coincident with theline of draft, which in this case extends between adjacent king-bolts. This angular lead of the draw-bar over the truck-bolster will always be proportional to the degree of curvature of the track by reason of the fact that the angular movement of the truck-bolster relatively to the car-body is obviously always directly proportional to the degree of curvature of the track, the extent of rotation of the large pulley 37 is always directly proportional to the angular movement of the truck-bolster, the rotary movement of the smaller pulley 39 is always directly proportional to the rotary movement of the larger pulley, the angular movement of the arm 41 is always directly proportional to the rotary movement of the pulley 39, and the angular movement of the draw-bar itself is always directly proportional to the angular movement ofthe arm 41.

In Figs. 6 and 7 of the drawings I have diagrammatically illustrated the operation and advantages of my invention.

In Fig. 6 the two lines ca and a represent median lines of two endwise-adjacent cars on a section of track which forms a plain curve. As is shown by the diagram, these two lines intersect at a point e between the adjacent ends of the cars at a considerable angle. In the same figure are shown a pair of lines o Z and c rl, which are drawn at right angles to the truck-bolsters at the respective adjacent ends of the cars, which bolsters of course lie coincident with radii e f and e f of the curve, and it will be seen thatthese two lines o Z and c CZ/ intersect each other at a point y which is within the angle formed at the point a' and constitutes a greater angle, but is nevertheless less than an angle of one hundred and eighty degress. These lines c Z and c CZ' represent the positions of draw-bars such as are maintained constantly at right angles to the truck-bolsters of their respective cars, from which it will be seen that even in the arrangement. last mentioned the drawbars are when uncoupled caused to stand at an angle to each other, and consequently not in a most favorable position for automatic coupling. In said drawings the numeral 18 designates a pair of endwise-adjacent drawbars occupying the positions in which they are automatically maintained by the hereinabove-described mechanism, which positions are such as to place and maintain the drawbars in perfect longitudinal alinement, which is obviously their most perfect and favorable vposition for coupling purposes.

I am aware that draw-bar-centering devices have been proposed whereunder the drawbars, pivoted coincident with the king-bolts, are automatically maintained at right-angles to their respective truck-bolsters, with elastic or yielding provisions which enable them to assume a position in substantial longitudinal alinement between their respective king-bolts under the strain of the draft. My invention is broadly distinguished from such devices, in that it provides means whereby the draw-bars may be maintained in the last-named positions for coupling purposes independently of the action of the draft thereon, as when they are uncoupled.

In Fig. 7 I have diagrammatically illustrated the operation of my invention when two contiguous cars occupy positions on a reverse curve. In this figure, as in Fig. 6, the lines a b and a 7)' designate the median lines of the cars; but these lines instead of intersecting, as in Fig. 6, lie parallel, or substantially so. The lines c (l and c' rl', as in Fig. 6, designate lines extending at right angles to the truck-bolsters, which latter are coincident with radii g /t and e' of the two plain curves which'make up the compound or reverse curve; but these two lines c l and c IZ also, instead of intersecting, as in Fig'. 3, lic parallel, or substantially so. In this ligure, also, 18 designates the two cooperating draw-bars occupying the positions in which they are automatically maintained by my invention, in which positions, it will be observed, said drawbars are in longitudinal alinement and coincident with the line of draft between the points c and e', which latter is obviously their inost favorable and perfect position for coupling purposes.

Vhen two adjacent cars are on a straight section of track, the draw-bars are maintained in alinement in positions which are both coincident with the line of draft and at right angles to their respective truck-bolsters.

Believing myself to be the first to provide a mechanism capabhof securing the results above described, I do not limit my invention to the particular means herein described for carrying out the object of the invention so long as the operative principle of thus con- IOO trolling the movement of the draw-bar through a relative movement between the truck and the car-frame is preserved.

- l. The combination with a car-body, a truck- 'frame and a draw-bar` of connections between said truck-'frame and draw-bar for actuating the latter laterally and imparting thereto on curves an ang'ular movement relatively to the longitudinal median line of the car greater than the angular movement of the truck-frame relatively to the car-body and constantly proportional to the degree of curvature of the track.

2. T he combination with a carbody,a truckframe and a draw-bar, of connections between said truck-frame and draw-bar for actuating the latter laterally and imparting thereto on curves an angular movement relatively to the longitudinal median line of the car constantly proportional to the degree of curvature of the track and such as to always maintain the draw -bar substantially coincident with the line of draft between adjacent ears.

3. The combination with acar-body,a truckframe and a draw-bar pivotally mounted at a point coincident or substantially coincident with the axis of the king-bolt, of connections between said truck-frame and draw-bar for actuating the latter laterally and imparting thereto on other than straight tracks an angular movement relatively to the longitudinal median line of the car greater than the angular movement of the truck-frame relatively to the car-body.

4. The combination with a car-body,a truckframe and a draw-bar pivotally mounted at a point coincident or substantially coincident with the axis of the king-bolt, of connections between said truck-frame and draw-bar for actuating the latter laterally and imparting thereto on curves an angular movement relatively to the longitudinal median line of the car greater than the angular movement of the truck-frame relatively to the car-body and proportional to the degree of curvature of the track.

5. The combination with a car-body,a truckframe and a draw-bar pivotally mounted at a point coincident or substantially coincident with the axis of the king-bolt, of connections between said truck-frame and d raw-bar Jfor actuating' the latter laterally and imparting thereto on curves an angular movement relatively to the longitudinal median line of the car proportional to the degree of curvature of the track and such as to maintain the drawbar coincident with the line of draft between adjacent king-bolts.

6. The combination with a car-body, a truckframe and a draw-bar, of a pulley carried by said truck-frame and so connected thereto as to be rotated by the angular movements of the truck-frame relatively to the car-bodynanother pulley rotatably mounted on an axis which is fixed relatively to the car-body` a driving connection between said pulleys, and connections between said last-named pulley and the drawbar through which the rotative movement of the former imparts an angular lateral movement to the latter.-

7. The combination with a car-body, a truck- Jframe and a draw-bar pivotally connected to the car-body at a point coincident with the axis of the king-bolt, of a pulley carried by the truck-'frame and so mounted thereon as to be rotated by the angular movements ot' the truckframe relatively to the car-body, another pulley rotatably mounted on an axis which is ixed relatively to the car-body, a driving-belt connecting said pulleys, and connections between said lastnamed pulley and the draw -bar through which the rotative movement of the former imparts an angular lateral movement to the latter exceeding the angular movement of the truck-frame relatively to the car-body.

8. The combination with a carbody,a truckframe and a draw-bar pivotally connected to the car-body at a point coincident with the axis of the king-bolt, of a pulley carried by the truck-frame and so mounted thereon as to be rotated by the angular movements of the truckframe relatively to the car-body, another pulley rotatably mounted on an axis which is fixed relatively to the car-body, a driving-belt connecting said pulleys, and connections between said last-named pulley and the drawbar through which the rotative movement of the former imparts an angular lateral movement to the latter proportional to the degree of curvature of the track.

9. T he combination with a car-body,a truckframe and a draw-bar pivotally connected to the car-body at a point coincident with the axis of the king-bolt, of a pulley rigidly mounted on the truck-frame concentric with the axis of the kingbolt, another pulley rotatably mounted in advance of said first-named pulley on an axis which is fixed relatively to the carbody, a driving-belt connecting said pulleys, and connections between said last-named pulley and the draw-bar through which the rotative movement of the former imparts an angular lateral movement to the latter exceeding the angular movement ofthe truck-frame relatively to the car-body.

l0. The combination with a car-body, a truck-frame and a draw-bar pivotally connected to the car-body at a point coincident with the axis of the king-bolt, of a pulleyrigidly mounted on the truck-frame concentric with the axis of the king-bolt, another pulley rotatabl y mounted in advance of said first-named pulley on an axis which'isiixed relatively to the car-body, a driving-belt connecting said pulleys, a radially-extending arm rigid with said last-named pulley, and a saddle carried by said arm and itself constituting a seat for the draw-bar, substantially as described.

11. The combination with a car-body, a

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truck-frame and a draw-bar pivotally connected to the car-body at a point coincident with the axis of the king-bolt, of a pulley formed rigid with the truck-bolster and concentric with the axis of the king-bolt, another pulley rotatably mounted in advance of said firstnamed pulley on an axis which is fixed relatively to the car-body, a driving-belt connecting said pulleys, a radially-extending arm rigid with said last-named pulley, and a saddle pivotally mounted on said last-named arm and itself seating' the draw-bar, substantially as described.

12. The combination with a draw-bar and its yoke, of a casing in which said yoke is slidingly contained said casing having lateral openings and rigid abutment mem bers, an elastic medium, and a pair of follower-blocks insertible through the openings of said casing the ends whereof are adapted to abut said abutment members of the casing, substantially as described.

13. The combination with a draw-bar and its yoke, of a skeleton casing in which said yoke is slidingly contained, said casing having rigid abutment members, an elastic medium, a pair of follower-shells within the yoke receiving' the thrust of the elastic medium, and a pair of laterally-insertible follower-blocks in said follower-shells the ends whereof are adapted to abut said abutment members of the casing, substantially as described.

14. The combination with a draw-bar and its yoke, of a skeleton casing in which said yoke is slidingly contained, said casing comprising a pair of channel-beams placed face to face and rigidly united, substantially as described.

15. The combination with adraw-bar and its yoke, of a skeleton casing in which said yoke is slidingly contained, said casing comprising a pair of channel-beams placed face to face and rigidly united at their ends, the intermediate portions of the abutting flanges of said channel-beams being cut out to permit the lateral insertion of the follower blocks or plates, substantially as described.

16. The combination with adraw-bar and its yoke, of a casing in which the yoke is slidingly contained, said casing having lateral openings and rigid abutment members, an elastic medium, a pair of follower-blocks insertible through the openings of said casing the ends whereof are adapted to abut said abutment members of the casing, and means for preventing accidental displacement of said follower-blocks, substantially as described.

17. The combination with a draw-bar and its yoke, of a skeleton casing in which said yoke is slidingly con-tained, said casing having rigid abutment members, a draft-spring, a pair of follower-shells within the yoke at opposite ends thereof and receiving the thrust of the draft-spring, and a pair of laterally-insertible follower-blocks in said follower-shells the ends whereof are adapted to abut said abutment members of the casing, said follower-shells and follower-blocks being provided on their contacting faces with interlocking means preventing the accidental displacement of the follower-blocks, substantially as described.

18. The combination with a draw-bar and its yoke, of a skeleton casing in which said yoke is slidingly contained, said casing comprising a pair of channel-beams placed face to face and rigidly united at their opposite ends by tie-plates which constitute abutments for the follower-blocks, a draft-spring, a pair of follower-shells within the yoke at opposite ends thereof and receiving the thrust of the draftspring, and a pair of laterally-insertible follower-blocks in said follower-shells, one of said follower members having a protuberance and the other a correspondingly-shaped depression in their contacting faces, respectively, whereby said elements are locked against accidental separation, said parts being assembled and cooperating substantially as described.

19. The combination with a laterally-movable draw-bar, of a pivoted actuating-arm supported by the car-body, and a saddle actuated by said arm and engaging the draw-bar, substantially as described.

20. The combination with a laterally-movable draw-bar, of a truck-operated arm supported by the car-body, and a saddle actuated by said arm and engaging the draw-bar, substantially as described.

21. The combination with a laterally-movable draw-bar, of a pivoted actuating-arm, and a saddle mounted on said arm with freedom of pivotal movement and embracing the sides of the draw-bar, substantially as described.

22. The combination with a laterally-movable draw-bar, of a truck-operated arm, and a saddle mounted on said arm with freedom of pivotal movement and embracing the sides of the draw-bar, substantially as described.

23. The combination with a laterally-movable draw-bar, of a pivoted actuating member therefor, and a saddle actuated by said actuating member with freedom of pivotal movement relative thereto and engaging said drawbar, substantially as described.

24. The combination with a laterally-movable draw-bar, of a truck-operated actuating member therefor, and a saddle actuated by said truck-operated actuating member with freedom of pivotal movement relative thereto and engaging said draw-bar, substantially as described.

GEORGE H. FORSYTH. Witnesses:

SAMUEL N. PoND, FREDERICK C. GOODWIN.

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